Automatic railroad-switch.



J. G. MILLHOUSE & A. BALL.

AUTOMATIC RAILROAD SWITCH.

APPLICATION FILED JAN 19, 1914,

Patented Dec. 8, 1914.

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INVENTORS THIS NORNH; PCY'FRL to mm! l/IHU wAz-wwm JOHN GEORGE IVII'LLIIOUSE AND ARTHUR BALL, OF LA SALLE, ILLINOIS.

AUTOMATIC RAILROAD-SWITCH.

Application filed January 19, 1914.

road-Switches, of which the following is a specification.

Our invention relates to switch throwing mechanism especially adapted for use in mines and other places where a great amount of switching of cars is required, and has for its object the production of an automatic switch which is simple in construction and readily attachable to the track and which will direct cars to one or another track without the necessity of employing a switch tender.

In the drawings, Figure 1 is a plan view of a switch having our invention. Fig. 2 is an elevation of Fig. 1 showing the position of the mechanism when the switch is in position so as to allow the cars to pass along the main track. Fig. 3 is an elevation of Fig. 1 showing the position of the mechanism when the switch is in position so as to allow the cars to pass on the side track.

Similar numerals represent similar parts throughout the several views.

In the drawings 1 represents the main track, 2 represents a side track leading from the main track 1. The rails of tracks 1 and 2 are supported by the usual ties 4 is the tongue of the switch which is pivoted to the rail of the side track 2 by means of a pin 5 and 6 is tongue of the switch which is pivoted to the rail of main track 1 by means of a pin 7 Fastened to tongue 6 is a member 8 which is pivotally connected by means of pin 10 with a member 9 which is fastened to tongue 1 as shown. Member 9 has a pin 11 which passes through a slot 12 in a T shaped lever 13 which is pivotally mounted on the railroad tie 3 by means of a pin 14. Pivotally connected to one branch of the T shaped lever 13 is a rod 16 which is slidably mounted on a member 17 one end of which is pivotally connected to an adjacent tie 3 by means of a pin 18. Adjustably mounted on rod 16 is a collar 20 by means of which the compression on the coiled spring 19 mounted on rod 16 is regulated.

Pivotally connected to the longer branch of the T shaped lever 13 by means of a pin Specification of Letters Patent.

Patented Dec. 8, 1914.

Serial No. 813,049.

21 is a connecting rod 22 whose other end is pivotally connected to a bar 23 by means of a pin 21. ilar 23 has two slots 25 and 26. 'lhi'ough slot 25 slides a pin 27 which is fastened in a lever 28 which lever 28 is pivotall y mounted on a projection 29 from the rail of the main track 1 by means of a pin 30. Journaled on pin 27 is a rod 31 which is slidably mounted on a member 32 which is fastened to the bar 23 as shown. Adjustably mounted on rod 31 is a collar 33 by means of which the compression of a spring 3-1: on rod 31 regulated. Through slot 26 slides a pin. '35 which is fastened in a lever 36 which lever is pivotally connected to a projection 37 from the rail of the main track 1 by means of a pin 38. Journaled on pin 35 is a rod 39 which is slidably mounted on a member 40 which is fastened to bar 23 as shown. Adjustably mounted on rod 39 is a colla r -13 by means of which the compression oi? the spring -11 is regulated. From the nature of its connection it is evident that the pin 27 in slot 25 will always be held in the left hand end oi. the slot 2:) unless a force greater than that of the spring 3-1. is applied to it operating from left to right on lever 27 which will cause it to pass over to the right hand end oi the slot The pin 35 being similarly mounted and connected to the bar 2 it is evident that the pin 35 will always be held in the right hand end of the slot 26 unless a force greater than that exerted by the spring -11 is applied to lever 36 operating from right to left which will cause it to pass over to the left hand end of the slot 26.

The mechanism is shown in its normally operative position in the solid lines in Fig. 1 and also in Fig. 2 and a car or locomotive pulling a train of cars, it detached, and speeded ahead of the cars, coming along the main track .1 "from the left to the right will follow the main track 1 until its front wheel strikes the upper end of lever 36 (see Fig. 2) and depresses it until it is in the position shown in Fig. 3 which movement is communicated to the T shaped lever 13 and throws it to its dotted position shown in Fig. 1, which brings the switch tongues 4t and 6 into the position in the dotted lines so that any car now following the first car or locomotive at the proper distance will follow along the side track while the first car or locomotive can proceed farther along the main track. The switch tongues are held in their extreme positions shown on Fig. 1 by means of the rod 16 and the spring 19 which "serve as a locking means in these positions as the spring 19 can be put under the necessary compression by means of the adjusting collar 20. The position of the mechanism now is that shown in Fig. 3 and it will be seen that lever 28 is in the vertical position so that it will be struck by the locomotive wheel when the locomotive backs to pass the switch. The wheel in passing over it brings the lever 28 back to its normal position shown in Fig. 2 which shifts the switch tongues back to the former position so that the switch is again set for the main track 1 and the locomotive passes safely through and the tracks are in proper position for the next so called flying switch, whereby the locomotive, after it has the train of cars in motion, releases a car, or a train of cars and then speeds ahead on the main track while i the car or cars are switched into the side track, and, as above stated, the operation of shifting the switch is done by the locomotive itself.

From the above description it will be seen that should a train come through the switch from the opposite direction (from right to left) it will strike the lever 36, which, due to the construction of the mechanism, will yield without actuating the switch or breaking the lever; and similarly if a train should run over the switch tongues and follow the main track after the switch has been thrown and strike the lever 28 it will, because of the slot 25, yield without breaking the lever and thus permit the train to pass it.

From the above description of our invention it is evident that our switch is simple, inexpensive, easily attached and entirely automatic in operation entirely eliminating the usual switch tender.

It will be understood, of course, that while we have here shown one form of our invention, we do not wish to limit ourselves to the exact form shown, but desire to have it taken in a sense illustrative of any or all the forms of our invention that come fairly within the scope of our claims.

We claim:

1. In an automatic switch, a main track, a side track therefrom, a switch tongue movably connected to one rail each of said main and side tracks and operatively connected with each other, a lever pivotally mounted and pivotally connected to said switch tongues, means for retaining said lever to maintain the switch tongues in operative position and mechanism adjacent to one of rails and in the path of the locomotive wheel for shifting said switch tongues, comprising a bar pivotally connected to said lever, a slot in said bar, a tripping lever pivotally mounted on said rail, a pin fastened to said tripping lever which engages said slot with resilient means for normally retaining said pin in one end of said slot and similarly constructed tripping means cooperatively connected with said mechanism for automatically resetting said switch tongues. r

2. In an automatic switch, a main track, a side track therefrom, a switch tongue movably connected to one rail each of said main and side tracks and operatively connected with each other, a lever pivotally mounted and pivotally connected to said switch tongues, means for retaining said lever to maintain the switch tongues in operative position and mechanism adjacent to one of the rails and in the path of the locomotive wheel for shifting said switch tongues, said mechanism comprising a bar pivotally connected to said lever, a slot in said bar, a tripping lever pivotally mounted on said rail, a pin fastened to said tripping lever which engages said slot with resilient means for normally retaining said pin in one end of said slot in combination with similarly constructed tripping means cooperatively connected with said mechanism for resetting said switch tongues when said wheel passes along the rail in opposite direction;

3. In an automatic switch, a main track,

a side track therefrom, a switch tongue movably connected to one rail each of said main and side tracks and operatively connected with each other, a lever pivotally mounted and pivotally connected to said switch tongues, means for retainingsaid lever to maintain the switch tongues in operative position and mechanism adjacent to one of rails and in the path of the locomotive wheel for shifting said switch tongues comprising a bar pivotally connected to said lever, a slot in said bar, atripping lever pivotally mounted on said rail, a pin fastened tosaid tripping lever which engages said slot with resilient means for normally retaining said pin in one end of said slot and means cooperatively connected with said mechanism for automatically resetting said switch tongues, said means comprising an additional slot in said bar, asecond tripping lever pivotally mounted on said rail, a pin fastened to said second tripping lever which engages said slot with resilient means for normally retaining said pin in one end of said slot.

JOHN GEORGE MILLHOUSE.

ARTHUR BALL.

l Vitnesses:

JOHN J. MAssmoN, ANDREW H. NEUREUTHER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

